Change speed gear transmission



Dec. l, 1936. H, HQY Re. 2,185

- calmer: SPEED Gam 'rimusiussron original F11ed .mn. 12, 1929 a sheets-sheet 1 Dec. l, 1936. H. l.. HoY Re.' 20,186

' CHANGE SPEED GEAR TRANSMISSION Original Filed Jan. 12, 1929 8 Sheets-Sheet 2 D@- 1, 1936. H. l.. Hoy

. CHANGE SPEED GEAR TRNSIIISSION oi-'iginal Filed aan. 12, 1929 8 Sheets-Sheet 3 Dec. 1, 1936. l. HOY Rg 20,186

CHANGE- SPEED GEAR TRANSMISSION Original Filed Jan. 12, 1929 8 Sheets-Sheet 4 Rae.` 20,186

Dec, 1, 1936. H. l.. HOY

CHANGE SPEED GEAR TRANSMISSION original Filed Jan. 12, 1929 8 Sheets-Sheet 5 Dec. l,1936. H. HOY

CHANGE SPEED GEAR TRANSMISSION Original Filed Jan. 12, 1929 8 Sheets-Sheet 6 De'c. 1, 1936. H. L. HOY

CHANGE SPEED GEAR TRANSMISSION 8 sheets-sheet '7 Original Filed Jan. 12, 1929 daf 97 151i if.

151% f f W11 was* l Dec. 1, 1936. H. HOY Y CHANGE SPEED GEAR TRANSMISSION Original Filed Jan'. 12, 1929 8 Sheets-Sheet 8 Ressued Dec. l, 1936 UNITED STATI-:sl

Pari-:rrr OFFICE:

CHANGE SPEED GEAR TRANSMISSION Harry L. Hoy, Chicago, lll., assigner, by mesnc assignments, to Vaco Products, Inc., Detroit,- Mich., a corporation of Delaware 23 Claims. (Cl. I4- 3365) The present invention relates to improvements in change speed gear transmissions having means associated therewith whereby the selection of speed gears in motor driven vehicles maybe automatically controlled-by the operator.

It is an object of the invention to provide change speed gear transmissions with shiftable sets of gears of the customary or any desired arrangement, adapted to assume different relations to eachother and to non-shiftable gears upon variations in the speed of the driven shaft. The alteration between the relation of the sets of shiftable gears, however, is automatically con- I trolled by the operator, such controlling element l5 being within easy reach.

Another object of the invention is to provide a change' speed gear transmission in which the manipulation of the clutch pedal, for disengaging the clutch of the vehicle, automatically effects the selection of gears, a vacuum, oil, or electricity being employed asl the medium for accomplishing this end.

Another object of the inventionis to provide automatic 'means for lubricating the operable `members of the change speed gear operating mechanism.

The foregoing and such other objects as will appear hereinafter as the description proceeds will be more readily understood from a perusal of the following specification, reference being had to the accompanying drawings, in which:-

Figure 1 is a side elevational view of the gear v casing showing the clutch pedal and various operating parts in their respective positions thereto. Figure 2 is an enlarged detail sectional view through a portion of one of the gear shift rod actuating pistons, showing the oil vapor lubricating control means.

Figure 3 is an enlarged detail sectional view through one of the oil vapor control valve operating plungers.

Figure 4 is a fragmental. sectional elevational view through a portion of the speed governor, showing parts thereof broken away to show the l v.arrangement of parts mounted therein.

Figure 5 is a side elevational view of the master valve. f

Figure 6 i's a-detail sectional view through the master -valve operating levers, showing the disengageable clutch used in connection therewith. Figure 7 is a detail perspective view of the hub portion of the dash control lever.

Figure 8 is a similar perspective/view of a portionof the clutch controlled lever.v Figure 9 is a fcentral sectional View through the master valve showing it in its reverse position, taken on line 9.-9 of Fig. 5.

Figure 10 is a disassembled perspective view of the housing into which are slidably mounted the selector valves which partly control the selection 5 of the various gears.

Figure 11 is a detail vertical sectional view through one o! the selector valves.

Figure 12 is a general view showing the arrangement of the various valves together with a 1o diagrammatic view of the transmission assembly.

Figure 13 is a fragmental diagrammatic view similar to that shown in Fig. 12, but showing the piping Yarranged for operation of the gear shift with oil or air pressure. 15

Figure 14 is a fragmental diagrammatic view of the valves and the.. means for obtaining the pressure for operating thevdevic as hooked up in Figure 13.

Figure 15 is a view similar to Fig. 1, showing a modied form of the invention, wherein an electrical'means is employed to eiect the shifting of the gears.

Figure 16 is a plan view of the device shown in Fig. l5, with the cover of the switch box removed.

Figure 17 is an end elevational view'of the gear shifting mechanism shown in Fig. 15.

Figure 18 is a vertical sectional view of one of the housings containing the electrically operated gear shifting means, looking outwardly. 30

Figure 19 is a view similar to Fig. 18 but showing the otherhousing.

Figure 20 is a vertical sectional view through one of the gear shifting housings, taken on line zo-zo of Fig. 19. 35

Figure 21 is a detailed sectional view through a slip arrangement employed in the electrically operable gear shifting means contained in the hous-4 ing shown in Fig. 18, taken on line 2I-2I of Fig. 1B. 4o

Figure 22 isa sectional elevational view of the governor employed in, the electrically operable gear shifting means. I

Figure 23'is a detail sectional plan view taken online 23-23 of Fig. 22. 45

'Figure 24 shows the wiring diagram combined with a diagrammatic-.al assembly oi the mechanic'al parts of a transmission.

Figure 25 is a detail diagrammatic view of one of the shift rods operating a plurality of switches, 50 or valves, asl may be applied to the electrically operable shifting means shown in Fig. 24.

In the preferred form of the invention, s hown in Figures 1 to 14, means are provided whereby the vacuum created in the intake manifold of a 55 their neutral position, may be of ordinary construction. The engine shaft I3 is shown in alignment with the driven shaft I4, with which it may. be operatively connected either directly or through a counter shaft I5 driven from the engine shaft through the gears I5 and I1. The shiftable gears are indicated at I3, I9 and 2|; the gear IB being movable to clutch engagement with the engine shaft I3 (high speed), or to engagement with the gear 22 on the counter shaft I5 (second speed), while the gears I9 and 2i may be shifted simultaneously so that gear I9 will engage gear 23 on `the counter shaft I5 i low speed) or when shifted in the opposite direction, gear 2| will drive the reverse gear 24 through idle gear 2Ia.

Shift bars 25 and 25, carrying shifting arms 21 I and 28 respectively, project through bearings in the casing I I and are each provided on their rearward projecting end with an extension preferably in the form of a at bar 29. Each of these fiat bars 29 has mounted on its end a piston 3i reciprocably mounted in a cylinder 32 which is secured,

by a bracket to the under side of the floor board I2 of the automobile. Novel means, to be described in detail later, are provided whereby the vacuum of the engine actuates the piston 3| or lia to move them in either direction, to reciprocate the shift rods25 and 25, and move the shiftable gears into engagement with their respective co-operating gears on the counter shaft.

It can readily be seen in Fig. l2, that when the piston 3l moves forwardly towards the transmission housing II, the gear I9 is moved into clutch engagement with the gear I6. When the piston 2| is moved rearwardly, or in the opposite direction, the gear Il engages' the gear. 22 on the counter shaft I5. Movement of the piston sla forwardly towards the transmission carries the gear I9 into engagement with the gear 23. Upon movement of the piston Jia in the reverse direcplurality of selector valves 33 are of such conoperatively connected thercwith, 'said governor operating a valve'll mounted thereon'which is.

struction and are so interconnected with piping that respective es therethrough are opened or closed upon variance of the position of the gearing in the n, and upon the relative speed of the driven shaft. -v

The means for eecting the movement `of these pistons is controlled primariiyby the driven shaft I4,asafm'emcntioned,and through ag'overnor adapted to placeone of thevaclmm lines 34, I1 orll connectingwith theplurality of selector valves. into communication with the Mmm or sonas.

negative pressure of the motor, the negative pressure passing through the line selected to the. proper selector valve 33 `and into one of the cylinders 32. The main vacuum line leading from the intake manifold 39, of the motor, to the governory 34 is normally closed by a master valve 4I inserted therein. This master valve is operatively connected with the clutch pedal 42, whereby, upon depression thereof,v said valve is opened. It is obvious, therefore, that upon depression of the clutch pedal 42, the master valve 4| is opened and the negative pressure is free to pass through one of the pipe lines 36, 3,1, or 39 as determined by the governor valve 35, int-o one orl more of the valves 33 and into one or the other of the cylinders 32 or 32a drawing the piston therein in the desired direction, thus selecting the gear to be shifted to drive the driven shaft I4 at the desired speed.

To provide for the automatic operation of the master valve 4I, through actuation of the clutch pedal 42, a lever arm 43 is pivotally mounted on a bracket 44 preferably secured to the valve housing. One arm 45, of the lever 43, extends toward the clutch pedal and has pivotally mounted on its end an extension 46, which is adapted to ex tend into the path of a pin 41 mounted on said clutch pedal.

When the clutch pedal is depressed, the pin 41 engages the'extension 46 rocking the lever arm 43 and, as said lever arm is pivotally connected with an arm 49, disengageably mounted on the valve stem 49, the port 5| of the "alve 4I is moved into communication with the main vacuum line 52 and the line 53 leading to the governor valve 35. Further depression of the clutch pedal permits the extension 46 to become disengaged from the pin 41 and the lever arm 43 moves back to its normal position due to the spring lill` acting thereon, thereby closing the valve 4I Upon the return movement of the clutch pedal 42, the pin 41 moves freely past the extension 45 without actuating the valve.

Means for actuating the selector valves 33 for partly determining which gear is to be shifted is provided for on the at bar extensions 29 of the shift rods. This means comprises a plurality of rollers 54, mounted on said extension 29 at intervals and arranged on either side thereof. When either of the shift bars 25 or 26 are moved in one direction or the other. these rollers engage the ends of slots 55 provided therefor in the stem of each of the selector valves 33, causing the latter to move laterally withinv their common housing 55, thereby rchanging the direction of the VaCUum.

built up structure comprising a pair of outside plates 51 and an intermediate plate 53, which are bolted or otherwise secured together to form a unitary structure. Aligned apertures 59 are provided in these plates into which the selector valvesA 33 are reciprocahly mounted. Passages or ports,

When the selector valves are moved into communication with the upper sets o f passageways, by the shifting of the flat bar extensions 29 and the shift rods 25 or 26, an entirely different set of passageways is placed into communication with the vacuum line.' It is by means of these valves that partial selection of the various gears to be shifted is automatically effected,

It is to be understood that all of the passageways in the valve housing 56 are not in permanent communication with the vacuum line 52 when the master valve 4I is opened. The selection4 of the passageways is determined by the governor 34, which governor is controlled by the speed of the driven shaft through gears operatively connecting it therewith. The operation of the novel automatic vacuum actuated gear shifting mechanism will be more readily understood from the following:

' Assuming that the vehicle is standing idle and the driver thereof is desirous of starting, the motor thereof is started up thereby creating a vacuum in the intake manifold 33. Upon partial depression of the clutch pedal 42, the master valve 4I is automatically opened (see Fig. 12) placing the vacuum lines 52 and 53 into communication with each other; and the governor controlled valve now has one p ort 63 thereof in communication with the pipe line 36. This pipe line is in communication with one of the passages in the valve housing 56 leading to the upper por-I tion of the reciprocating selector valve 33e which is in open position, thereby permitting the vacuum to operate through the pipe line 64, which also communicates with ,the vacuum lines 66 and 61 leading into the forward end of the cylinder 32a through the port 62e in the valve 33e. The vacuum acting on the piston 3|a in the cylinder 32a,

draws said piston forward moving the low speed gear I3 into operative engagement with the gear 23 on the countershaft I5. 'I'he gearing of the transmission is now in iirst speed position. When the shift rod 26 moves forward, the rollers 54 carried on the shift rod extension -29 actuate the selector valves 33e,` 33f, to move their ports 62e, and 62f respectively, into communication with the upper or lower passages, respectively in the valve housing 56.

As the speed of the vehicle increases, the operator again depresses the clutch pedal 42 moving the master valve into open position once more. However, due to the increase in the speed of the vehicle, the governor 34 will have been actuated to move the rotatable valve 36, controlledV thereby, to a position where the port 66 therein aligns v with the second speed pipe line 31, and the port 63 moved out of engagement .with the first speed pipe line 36.. This creates a vacuum in the line 31, the port 62e, of the'valv'e`33e, which is now in communication ywith line 31. A vacuum is also created in the cylinder 32a, through pipe line 69, thereby causing piston 3Ia to move rearwardly, moving the gear I3 out of mesh with the gear 23. The resulting movement of the extension 23 causes the valve 33 to again move to its original position, due to its operative engagement therewith. cutting oil the pipe line 63 to prevent the piston 3Ia from moving the entire length of the cylinder. second speed vpipe line 31 also communicates with the valve 33) through a pipe 10, which permits a vacuum to be created on the rear side of the piston 3|, through conduits 1I and 12. This causes the piston 3| to be moved rearwardly, thereby moving the second speed gear I3 into mesh with gear 22 mounted on the counter shaft the third speed vacuum line 36, said vacuum actuates therethrough, through the aligned port 62a, in the selector valve 33a, pipe line 13 and into the forward end of the cylinder 32, upon the forward side of the piston 3l. This movement slides the gear I6 out of mesh with the gear 22, and the clutch teeth 14 carried on the gear I6 engage the clutch portion of the gear I6. The `vehicle is now positioned for driving in high speed by direct connection with the drive shaft I3. It is to be understood that each time the clutch pedal 42 is depressed, the port 5| of the master valve 4 I, controlled thereby. is moved into communication with the passage 53, and upon nearing the completion of the downward stroke said valve automatically closes, thereby cutting off the vacuum in the cylinders 32 and 32a. l

Should the operator, when driving at high speed be forced to slow down, due to trafc or other reasons necessitating a slower speed, the governor retraces its movement, moving the valve 36, respectively into communication with the second speed pipe line 31 or the rst speed passage 36. When the governor valve 35 is moved back into second speed, the path of the vacuum upon depression of the clutch pedal /is as follows:A

passage 12, thereby moving the piston 3| .rearwardly and sliding the gear I8 into mesh wifhthe second speed gear 22 as before. As the speed of the vehicle continues to decrease, the rst speed port 63 of the governor valve 35 is again placed into communication with the vacuum line 36. The line of passage is now through this port 63, vacuum line 36, and as the selector valve 33e is ineffective due to closing of the passages communicating thereinto the vacuum continues through by passage 16, port 62h which has remained open, by passage 13 and into passage 13 through port 62a which now connects the two, and into the cylinder 32 and moves the piston 3| forward to slide the gear I 6 into neutral position. When this gear is in neutral the rollers 54 actuating on the valves 33a and 33e the position of the ports therein. thereby permitting the vacuum to continue from line 36 through port 62C into line 64 thence through the port 62e to passages 66 and 61 to move the piston 3Ia forward placing the gear I3 into operative engagement with the gear 23 for driving in low speed. y

In bringing the vehicle to a complete stop, -it is desirable that the gears be automaticallv returned totheir neutral position. This is effected by depressing `the clutch pedal 42 to its extreme downo l `ward limit, to actuate a neutral valve 6I which is in mesh. ismoved to bring said gear out of mesh. The selection of the particular gear to be moved into neutral upon bringing the vehicle to a stop is effected by the relative position of the various valves 33, which are automatically positioned by the actuation of the rollers 54 on the extensions 29 of the shift rods.

i Inasmuch as the various valves, operated by the creases as the vehicle 'gains motion. This would, under normal conditions, effect a gradual rotation of said valve, which would tend to gradually open or close the variousports controlled thereby. To

provide for immediate closing and opening of the port therein, a resilient means is provided for retaining the valve in a predetermined position until the governor has reached a speed sufficient to actuate said valve quickly. This means is pro vided for on the long shaft 94 which extends from the valve 99. Fixedly mounted on this shaft is a gear 95 adapted toV mesh with a rack bar 06 mounted for reciprocation in the housing 91. As the speed of the vehicle increases, the rack ba'r 99 is raised due to the spreading of the `centrifugally operated governor control arms 99 operable by the rotation of the shaft 99 which is operatively connected to and positively driven lby the driven shaft |4.

.To prevent the immediate gradual rotation" of the rotary valve 95, a spring 9| is rigidly secured to the shaft 94, which has its outer end secured to the housing 92 mounted thereover. This spring 9| is adapted to counteract the effort to rotate the gear 95 by the rack bar 99 upon the spreading of the centrifugally operated governor control arms 99 when the governor is being driven. When considerable resistance is offered by the governor the resistance of the spring 9| is overcome permitting the shaft 94 to rotate. The amount of this rotation, however, must be limited, inasmuch as the ports in the rotary valve member must positively align with the various pipe lines communicating therewith. To assure this-alignment, a disk 93 is secured to the shaft I4, within the housing 91 of the governor, having a resiliently mounted ball 94 arranged in the periphery thereof adapted to engage in one of a plurality of rey cesses 95 provided therefor on the inside periphery of the wall of said housing. It will, therefore, be readily seen that upon rotation of the shaft 94 the ball 94 in engaging one of said recesses checks the rotation of the disk, holding the shaft 94 in immovable position until the resistance offered the spring 9| again becomes 'great enough to overcome same, and rotate the disk until the ball 94 engages the shoulder of the adjoining recess 05' rotating the 'valve 4I. This movement is accomplished by "providing a plurality of yieldingly mounted balls 99, or 'a similar clutch arrangement, between the hub portion 99, of the dash operated lever 95, which balls are adapted to engage in recesses |0| in the hub |02 vof the clutch controlled lever arm 49, whereby, any movement irnparted to the clutch controlled lever 49 is transmitted to the stem 49, through the dash controlled lever 95. It is preferable that a marker, or other similar means of indication, be mounted on the dashboard, having markings thereon to indicate the respective positions of the rotary valve member for obtaining communication with the forward and reverse lines connecting therewith.

Under normal operating conditions, this manually operable lever 96 is set at the position marked Forward on the dash, which permits the port 5I to connect the pipe lines 52 and 53 when the valve is rotated. Upon moving the dash lever 9 6 to the point marked Reverse, the lever arm 95 of the valve 4| will be moved, thereby rotating the valve member and placingy the port 5| in position to communicate with the ports 52 and |03 as shown in Fig. 9.

However, due to the rigid connection between the clutch controlled lever 49 and the lever arm 49, the position of the former is not readily changed, therefore, the provision of the disengageable means between the clutch controlled lever 49 and dash operated lever 95 permits the latter to bemoved without effecting the position o1' the clutch controlled lever 49, the yielding balls 99 thereof engaging in therecesses |0I'.

With the master valvev in this position, the

' clutch lever 42 is again depressed, actuating said valve as before moving the port 5| therein into communication with the vacuum line 52, leading from the vacuum source, and the reverse passage |09. This passage communicates with the upper passage in the valve `housing 55 leading to the selector valve 93d, through port 92d therein, by pass |04, and into pipe line 59 to the rear side -of the piston ila, moving same rearwardly and sliding the gear 2| into mesh with the idler 24, mounted for operative engagement with the gear 2|a, carried on the counter shaft I5.

To lreturn the .gears to neutral position, as for example, fromreverse, the clutch pedal 42 is fully depressed to actuate the neutral valve 9|, permitting the vacuum to actuate through the neutral line 92 to the lower side of the valve 33d. This valve is now in detented position thereby openingfor communication with the neutrai line I2, through port 92d, the line 91 and the forward end of the cylinder 32a. The piston3'la therein then moves forward drawing the gear 2| into neutral position. Upon reaching this neutral positon, the valve 29d will be moved outwardly cutting of! the passage 51 from the vacuum, thereby preventing additional movement of the shifting rod 25 which would tend to move gear I9 into mesh with gear 29.

In most transmissions of the common type, the shift rods-25 and 29 are provided with an interlocking arrangement whereby only one rod can be shifted at a time. That is, when the gears are in second or high speed, the low and reverse gears cannot be shifted. 'I'his is usually provided for by a pair of plungers 221, having their rounded ends normally extending into notches 229 provided therefor in the shift rods 25 and 29 the spring 229 maintaining them therein. When eitheroneofthe rods or29isshiftedthe ends on the plungers 221 abut and the unmoved shift rod is securely held against displacement until the notch 220 of the other rod is in alignment to receive the plunger. This construction serves to check the inertia oi' the shifting rods when neutral is desired and especially when changing over from one shift rod to the other as when going from first speed to second or vice-versa.

As mentioned heretofore, when using a vacuum or an oil system wherein valves are utilized to complete the passage through various parts therein, the valves must be actuated quickly to completethe opening or closing of the ports therein in as shorta time 4as possible. To effect this, the selector valves 33 are each provided with an extension |05 which has formed thereon a plu- ,or closing of the ports in the least possible time.'

When employing a vacuum, it is essential that means be provided to prevent leakage at the valves, ports, and various other points in the system, wherein such leakage might occur. In this form voi the device oil vapor formed within the crank case of a gasoline engine is utilized to seal any possible openings. With this in mind, an oil vapor line |09 is provided which communicates with Athe various cylinders 32 However, if this oil vapor line is left in communication with thel vacuum .system continuously, the vacuum created in said system will be destroyed. Therefore, automatic means is provided whereby only predetermined passages leading from'the main oilvapor line |03 to the vacuum system are opened at one time, said .passages or ports also permitting air to of spring controlled plunger actuated valves are provided which function to place the vapor lines and the atmosphere into communication with the vacuum lines leading thereto. Inasmuch as the arrangement of the oil vaporl and the vacuum inlets is the same for each ofthe cylinders 32 and 32a.v only one such arrangement need be described, and as shown in Fig. 2, a portion of the cylinder 32a showing the valve arrangement is detailed. Bosses Ill and H5 are provided adjacent each end of the cylinder 32a into which is secured, by a .packing nut IIS, ,the vacuum lines 61 and 69 respectively. Communicating with the passage provided for the vacuum inlet in each of the bosses III vand IIB is ar'elatively small port ||1, each port having a seat thereon for receiving the tapered end of a valve stem III, whichv normally closes` the same. Each of the vapor oil lines ||2 and I I3 communicates with these valve members so that, when the latter are opened the voil vapor therein is drawn into the cylinders together with air from the atmosphere.

The valve stems are oppositely disposed, and each carries on its free end a plunger |2I, which isslidingly'mountedln a bore I I9, provided therefor, in each of the bosses Ill and Iii. A collar |22 is securely mounted on each of the plunger shafts IIB and a compression spring |23 is adaptedto be interposed between this collar and a washer |24, which washer abuts the plunger opening in the boss. 'I'he springs normally tend to keep the tapered ends of the valve stems IIII in engagement with each of the ports I I1 in each of the bosses. The operation of these .valves is such that when a vacuum is created in, for example, the conduit 61, the plunger |2| is drawn inwardly against the action of the spring |23, to open the valve port I I'I, and permit oil vapor and air to be drawn into the rear end of the cylinder as the piston 3Ia moves forward.

When a vacuum is created in the vacuum line 69, a similar action takes place with regard to the valve I|0a the plunger I 2| thereof moving towards the oil vapor passage in boss I I1, permitting oil vapor to enter the forward end of the cylinder through the vapor oil line ||2.` 'I'he oil vapor which passes into the cylinders passes into various parts of the vacuum system thereby thoroughly lubricating the plurality of selector valves 33, the neutral valve 0|, and the clutch operated master valve 0|. The thin 111m of oil thus de` posited on the various movable parts of the valves prevents leakage, thereby increasing the emciency oi the vacuum operated automatic gear shifting mechanism.

To allow for any variation in the alignment of the ports III with the relatively large plunger chambersl i0 in the bosses III .and I I5, theplungers |2I are mounted on the valve stems IIB in such a manner that said valve stems are free to flex relative to the plungers. This means is provided for by a relatively .ball shaped end |25 on each of the valve stems IIB which is adapted to freely rest in a recess |26 provided' therefor in the plunger body I2|. This construction is clearly illustrated in the enlarged detail shown in Fig. 3 of lthe drawings.

' Although a vacuum is possibly the most satisfactory medium to use for operating the present automatic gear shift mechanism, oil or air pressure, obtained from any suitable source may be utilized with good results. In this event, the various arrangements of parts and the general hookup of the conduits and valves is substantially the same as that employed in the vacuum system. the difference residing in the hook-up of the cylinders 32 and 32u.

As shown in Figs. 13 and 14 the pipe lines 61 and 09 leading to the ends of the cylinder 32a have been reversed to permit actuation 'of the piston 3io therein. this hookup is better shown in detail in Fig. 14, wherein the device for creating the pressure required for the operation of the pistons is shown. In this figure the clutch pedal I2 is operatively connected by a link 2I5 to a bell crank lever yarm 2 I 6. 'I'his lever arm extends into a container Vsaid oil or the air therefrom through the predetermined pipe lines to the proper end of the cylinder to be actuated.

0f course, when the piston 3H: is moved in one direction or the other, means must be pro- 'Ihe diagrammatic view ofA vided. for relieving the pressure on the opposite side. Referring to the drawings, itv will be noted that a pair of oppositely disposed valves are provided adjacent the inlet ports of the cylinders. 'I'hese valves, 222 and 222a are each rigidly mounted on opposite ends of a connecting rod 222, said rod being of such length that only one valve may seat at a time. Therefore, with pressure being applied on the forward side of the piston 2|a, through the pipe line 59, valve 2221s forced onto its seat, thereby opening valve 222a and, as the check valve 224a, provided in each of the pressure inlet lines 51 and 59, is urged against its seat, relief for the pressure in the rear side of the piston 2|a is provided. When oil 'is used, a return line 225 leads from each of' the relief valves 222 and 222a tothe upper end of the container 2|1, from where it is again forced into the system by the piston and cylinder 2|5. The return line. for oil is dispensed with when using air pressure, as the exhaust air is discharged to y,the atmosphere.

When pressure is applied to the opposite side of the piston 2|a through pipe 51 the reverse. ac-

tion of the valves 222 .and 222g takes place, the

valve 222a closing and the valve 222 opening.

In the form of the gear shift shown in Figures 15 to 24 inclusive, an electrically operated means -is employed whereby upon depression of the in suitable predetermined positions. adapted to.

engage the stems ofthe respective switches causing same to be moved into or out of contact depending on the gear to be shifted.

Upon closing various circuits in the system, one or more of the solenoids |25, mounted in substantially rectangular housings |21 are energized.

Two such housings are employed, one being disposed on each side of the transmission casing. When a predetermined solenoid |25 is energized, one of a plurality of pawls |25. associated therewith and pivotally mounted -in the housing |21 is moved into engagement with one or the other of a pair of sliding bars |25, |4| slidingly mounted within each of the housings |21. These bars |25 and |4| extend through the housings |21 andI at to a bracket |45 which is secured to .the

housing I. It is obvious that upon depression of the clutch pedal 42, the rocker arm |44 is rotated about its center |45 sliding the bars |25 forwardly and'causing the bar |4| to move rearwardly. With one of the solenoids |25 energized, holding one of -the pawls |22 in operative position, said pawl will engage in one of the notches |5| upon movement of the bars |25 and IM, thus causing.

the entire housing |21 to be moved in the direction of the bar enmed'by said pawl. This will,

through the bell crank |41, cause the shift rod associated therewith to ymove in the proper direction, to move the gears into or out of engagement with their companion gears.

For the purpose of energizing the various solenoids |25, the source of current |52 is connected to a selectively operable master switch |52. The master switch |52 is preferably mounted on the instrument board of the automobile, or if preferred, it may be.mounted on the steering wheel thereof, and consists of a pivotally mounted switch arm |54 adapted to have contact with one or the other of a pair of` contacts |55 and |55 mounted thereon. f

When a selection of gears is desired for driving forward, the switch arm |54 is moved into contact with the contact |55, permitting the .electric current to pass from the battery |52 through the switch |52, conduit wire |51 and through a switch |55 operable by the clutch'pedal, to the contact arm |55 of a governorA |5|. The governor 5| is similar in operation to that used in connection with the vacuum controlled gear shifting mechanism, except, that upon an increase in the speed of the driven shaft |4 the governor functions to move various contact points into engagement with the switch arm |59, which contacts determine in part, the selection of the first, second,- or

third speed gears respectively. The contact |52 connecting the source of current, through the contactv arm |59 with the solenoid. for shifting the first speed gear; contact |52 for second speed, andv contact |54 for .third speed.

Immediately upon starting the motor, in the vehicle', contact |52 is moved into engagement with the contact arm |55,'permitting current to pass therethrough into the conduit |55 leading to one of the contacts |55c of selector switch |22c. As the switch |22c is now so positioned that the contact |55c is open, the current will pass to the' `contact |51c thereof through conduit |55, through the switch |22c, contact |55c, through conduit |1|, contacts |51e. and |59e o f switch |22e, and through the lead wire |12 energizing solenoid |251. The energization of this solenoid draws the pawl |22i upwardly into engagement with the notch |5| ofthe bar |4|a whereby, upon actuation of the clutch pedal, the solenoid housing |21a moves the shifting rod 25 causing the low speed gear I5 of the transmission to slide into engagement with the gear 22 mountedon the counter-shaft I5 for first speed. Upon movement of the shift rod 25,

the switch |22e drops into the notch |24e provided therefor inthe shift rod 25, thereby opening the circuit and deenergizlng the solenoid |251, the switch |22e now bridging the contacts |55e and |12e.

As the vehicle increases in speed, the governor rotates the selector disk |14 moving contacts |52 into engagement with the switch arm |55, and upon depression of the clutch pedal once more, the current passes through master switch |52. conduit |51, switch |55, which is again closed by the operation of the clutch. switch arm |55, contact |52, lead |15, contacts |e and|12e off/switch |22e, lead wire |15. This energizes the solenoid |25j. pulling the pawl |251 into operative engagement with the notch l5li, of the shift rod |25a, whereby movement of the housing |214, is effected through said rod, to bring the low speed gear I5 out of engagement with the gear 22.

However, while the above is taking place current also passes from the conduit |15, through contacts |'l2f and A |55f, of switch |22f. and

through conduit |11, energizing solenoid |25d to the gears, upon rotation of the governor actuated disk |14, from being disengaged or engaged prematurely.

As the vehicle continues to increase in speed,

the governor actuated disk is again partially rotated, moving the contact |54 into engagement with the contact arm |59. Upon depression of the clutch pedal the electric current will pass through the'lead wire |18, contact |55a, of switch |33a which is now in indented position', contact |13a and through lead |19 to solenoid |35c.

Further depression oithe clutch pedal 42 moves the rod 25 forwardly, moving the gear i8 out of mesh with the gear 22, through neutral position and causing the clutch member |8|, carried thereon, to engage the companion clutch member on the drive shaft '|3. The gears are now in position for driving in high speed.

If, owing to the application ofthe brakes, or increase of the load by traveling uphill, or the like, the speed of the vehicle is` reduced, another actuation of the clutch pedal 42 again automatically varies the relation of the change speed gear for second speed, since at that time, owing to the operation of the governor |5I, the contact |53 is again moved into contact with the arm |59. 'Ihe circuit thus established passes from this contact through lead wire |15, contact |55e, lead |82, contacts |5511 and |13b of switch |33b, which is now detented, and through lead line |83 thus energizing the solenoid |35e. Further depression of the clutch pedal disengages the clutch |8| and moves the gear |8 back into mesh with the gear 22.

Upon furtherdecrease of speed, the governor |5| again shifts the contact disk, moving the contact |52 into engagement with the contact arm |59 and, upon depression of the clutch pedal the following circuitis immediately established:

From the battery |52 theA current passes through switch |53, lead |51, clutchactuated switch |58,

slide forward moving the gear I8 out of meshk with the gear 22. Immediately upon the movement of the shift rod 25, the switch |33c is moved outwardly due to disengagement with the notch |34c on said rod, thereby closing the circuit between clmtacts |51c and |59c through conduit |1| to switch |33e, the contacts |51e and |596 thereof` being bridged, the current then continuing through the lead line |12 to the solenoid |35i thus energizing same. This solenoid actuates the pawl |381', causing same to engage the -rod |4|a, whereby further depression of the clutch pedal 42 moves the low speed gear |9 into engagement with the gear 23 carried on the counter shaft I5.

-With the gears now in -low speed engagement, the switch |33f is out of engagement-with the notch |34f on the rod 25, closingthe gap between contacts |59! and |51f, whereby upon depression of the clutch pedal 35, the current passes through the governor switch, lead |55, contacts |51c and |88c oi' the switch |33c, leads |1|, |45, through switch |33f and the lead wire |85 to the solenoid 135i. Further depression of the clutch pedal moves the bar |39a forwardly, carrying the housing |31a therewith, through engagement with the pawl |39f, thereby moving the shiit rod to carry the gear |9 out of mesh with the gear 23. Inasmuch as the first speed gear |9 and the reverse gear 2| areboth actuated by the sluit rod 25, it is necessary, to prevent the reverse gear from being moved into engagement, that the movement of. said shift rod be checked before the completion of the depression stroke of the clutch pedal 42.

To this end a slip clutch arrangement is provided on the bar |39a whereby further movement of said bar renders the engagement of the pawl |38! ineective. This is obtaine'd by providing the notch |5|f in an independently mounted block |81 which is adapted to Abe mounted in a recess |88 provided therefor on the upper side of the shift bar 39a. The block |81 is normally held in rigid engagement therewith by means of key' |89, which key engages in a s'lot |`9| provided in the block, it is being retained therein by means of a compression spring |92. The key |89 ment with the said block |81 and permitting the v bar to slide independently of the housing |31a.'

A compression spring |91, mounted between the shoulder of the recess |88 and the block |81, will return the latter to its normal locked position upon the return movement of the bar.

With the gears in their neutral position, automatic shifting into reverse speed may be obtained. To this end it is necessary to move the contact arm |54 of the master switch |53 into engagement with the contact |55,- thus closing the circuit between the battery |52 and the conv tact |55, permitting the current to pass through a'second clutch operated switch |98, through lead |99, contacts |51d and |59d of. switch |33d, lead wire 28|, thereby energizing solenoid |35h. This will draw the pawl |38h. into engagement with the notch |5|h of the slide bar |39a, whereby upon movement of said bar the shift rod 25 is drawn rearwardly carrying the gear 2| into engagement with the reverse idler gear 2|a.'

Movement of the rod 25 permits the stem portion |35d of the switch |33d to drop into the notch provided therefor on said' rod, thereby l closing the circuit between the contacts |5lid` and |13d thereof, so that upon depressing the clutch pedal again, the current passes-through the lead |99, contacts |13d and |55d, and through conduit 282 to solenoid |380. The pawl |5|U, actuated thereby, now engages the rod |4|a,

whereby the housing |31a is moved, carrying the has teeth 205 provided on one face thereofl which-9 are adapted to engage teeth255/onthe periphery oi' a rotatable member 201 provided` in the l governor housing 208. 'Ihe contacts |62, |63 and I are preferably mounted on Ythe rotatable disk ill of insulating material, which may be manu- 'ally rotated to assume various positions of adjustment within the rotary member 201 by means of a lever arm 2li! which extends therefrom through the slots 2in and 2li in the inner and outer housings respectively. 'I'his lever is adapted to be operatively connected to a control. preferably located on the dash by means of a link 2|! whereby, upon manipulation of said dash control, the relative speed of the vehicle, at which -the remainder of the circuit that their actuation Vresults in closing the same circuits as those closed bythe switches |33, they being employed only in thefevent independent switches are desired.

Thiselectricaliy operable gear shifting device will operate with the lordinary battery which is installed on all power vehicles. and the strain imposed` on the battery by this device is very small, partly because the battery ls called on intermittently only to supply current for the electrical change speed gears and partly because the current required for energizing the electromagnets does not have to be of great intensity.

The solenoids havethe function solely of placing the associated pawls into operative engagement with the various slide bars, the pawls absorbing the strain of the movement therethrough.

It will be noted that the selector switches employed in enecting the change in speed by directing, the current through diiferent circuits. also act upon the shift rods to. lock them in their respective positions.

It is also apparent that the ordinary gear shift lever III (Figs. l andA 16) may remain in association with the entire transmission, so that any vsubstantial alteration in the change speed gears of known construction is not necessary, but may be used in connection with these various auwmatlc gear shifting devices herein described if desired, or the-,gear shift lever may be detach.

able and carried like a starting crank for emergency use.

When using the ordinary gear shift lever 13|,

the manipulation thereof requires considerablepractice on the part of the operator. and also in the case of automatic gear shifts wherein a plurality of buttons are so arranged. preferably on the dash, whereby uponmanipulation of these buttons. the change of the various speed gears is e'ected, it also requires considerable practice before they canbe operated with safety. 'I'he present change speed gear device does not call f or any experience on the part of the operator,

and as the driver instinctively depresses the clutch pedal, the change from higher to lower gear, or vice versa is effected whenever this is required. A change from any speed to another speed is eected herein in proper sequence, and a change from a lower to a higher speed, where the inverse change' is necessary, can not take place.

It is also obvious that in this device none of the gears pass from one state to another witht sones out an intermediate neutral condition,.and hence the danger oi' stripping the gears which may take place in ordinary gear shift, is entirely avoided. Inasmuch as the vacuum or oil pressure utilized for operating this device is already present in the motor of the vehicle.it is unnecessary to provide additional equipment whereby this vacuum may be obtained.

Weather conditions will not detrimentaily affect the operation ofthe device, so that even in severe cold weather, or extremely warm weather, the shifting of the gears may be made from any desired position in accordance to the state of the vehicle. "f

I claim:

l. In a change speed gear transmission of the type in which two shift rods'are individually associated with sets of shiftable gears, a piston carried on the end of each shift rod, a plurality of selector valves operable by the shift rods, an operatorl controlled element, a source of .fluid pressure controlledby the operator controlled element for actuating the pistons, and a speed controlled element for determining the piston to 2. In a change speed gear transmission of the type in which two shift rods are individually associated with sets of shiftable gears, an operator controlled-element, a piston carried on the end of each shift rod, a plurality of selector valves operable by the shift rods, a speed controlled eiement, said plurality of valves and the speed controlled element determining theA piston to be actuated and the direction of its movement upon actuation of the operator controlledelement.

3. In a change speed gear transmission ofthe type in which 'two shift rods are individually associated with sets of shiftable gears, a piston carried on the end of each shift rod, a clutch pedal, a source of uid pressure controlled by the clutch pedal for actuating said pistons, and a speed controlled means associated therewith whereby the selection of the piston to be actuated is automatically eifected.

4. In a change speed gear transmission of the type in which two shift rods are individually associated with sets of shiftable gears, means on said shift rods for actuatinsa plurality of selector valves, a piston on each shift` rod, a clutch pedal, a source of fluid pressure controlled by the clutch pedal for actuating said pistons, a speed controlled means associated with the plurality of selector valves whereby the selection of the piston to be actuated is automatically eilected.

5. In a change speed gear tron of the type in which two shift rods are individually associated with a set of Shiftable gears, a plurality kof rollers on said shift rods, a plurality of yvalves actuated by and operatively associated with said A the control of'the operator, a speed *actuated means foxl determining which of said pistons is to be actuated, and means for automatically lubricating said gear shifting mechanism.

-.'l. Inachangespeedgearvofthe type in which two shift rods are individually associated with a set of shiftable gears, a source of fluid pressure, a clutch pedal, means on1 said shift rod for actuating a plurality of selector valves operatively associated. therewith, a piston on each shift rod, a master valve operable upon manipulation of the lclutch pedal for controlling the application of fluid pressure for actuating said pistons, and a speed controlled means associated with said plurality of selector valves whereby the selection of the piston to be actuated is automatically eifected.

8. A change speed gear transmission having a plurality of shiftable gears, in combinationwith.

a clutch. pedal, a vacuum actuated means controlled by the pedalv for shifting the gears to different positions, and means actuated by said vacuum whereby the vacuum system is automatically lubricated.

9. In a change speed gear transmission having a. driven shaft associated with a governor, and having sets of slidablegears, a clutch pedal, a plurality of selector valves associated with said governor for determining the selection ofthe set -of gears to be shifted, a master valve, means for operating said master valve upon depression of the clutch pedal and an operator controlled means for adjusting the position of said master valve for varying the selection of the gear to rbe shifted.

10.I A change speed gear transmission having-a plurality of shiftable gears in combination with a clutch pedal; a vacuum system including mea-ns controlled by the clutch pedal for shifting the gears to different positions; and means for` automatically lubricating said vacuum system.

11. In a change speed gear transmission of the type in 'which shiftable sets of gears are individually associated with shift rods; a vacuum system including pistons associated with the shift rods for displacing said rods longitudinally; means for actuating said pistons; a valve under control of the operator for controlling said means; a speed actuated valve for determining which of said pistons is to be actuated, and means associated with said pistons for automatically lubricating the vacuum system.

12. In a change speed gear transmission of the type in which shiftable sets of gears are individually associated with shift rods; a vacuum operated system for displacing said rods longitudinally; and means actuated by the vacuum for lubrieating the vacuum operated system.

13. In a change speed gear transmission of the type in which shiftable sets of gears are individually associated with shift rods; a vacuum operated system fondisplacing said rods longitudinally; an operator controlled element for controlling said vacuum operated system, and means operable by 'the vacuum for lubricating the vacuumV operated system.

14- In a cha-nge speed gear transmission of the type in which shiftable sets of gears are individually associated with shift rods, a vacuum operated system for displacing said rods longitudinally to shift the gears, said system comprising a cylinder and its piston connected to a rod, and meansoperated by the vacuum for drawing oil vapor into the cylinder. -g

15. In a change speed gear transmission of the type in which shiftable sets of gears are individually associated with shift rods', a vacuum operated system for displacing said rods longitudinally, said system comprising a double acting cylinder and its piston connected to a rod, and means operated by the vacuum for drawing Aoil vapor into both ends of said cylinder as the piston moves to and fro.

16. In a change speed gear transmission of the type in which shiftable sets of gears are individually associated with shift rods, a vacuum operated system for displacing saidlrods longitudinally, said system comprising a source of suction, a cylinder and its piston connected to a rod, piping connecting said cylinder and source of suction, valves in saidY piping, and means operated by the vacuum for drawing oil vapor into said cylinder and valves.

17. In a change speed gear transmission of the type in which shiftable seis of gears are individually associated with shift rods, a vacuum operated system for displacing said rods longitudinally, said system comprising a source of suction, adouble acting cylinder and its piston connected to a rod, piping connecting both ends of said cylinder and source of suction, valves in said piping to control the movements of the piston, andv Arods longitudinally comprising apiston carried on each rod, cylinders forE tlhe pistons, a clutch pedal, a valve operable by `the clutch pedal for controlling the application of vacuum for actuating said pistons, a governor, a selectorvvalve controlled by the governor, and piping from said selector valve to said cylinders.

19. In a motor vehicle change speed gear trans- 'mission of the type in which two shift rods are individually associated with sets of shiftable gears,

a vacuum operated system for moving said rods longitudinally comprising a piston carried on each v rod, cylinders for the pistons, a clutch pedal, a valve operable by the clutch pedal for controlling the application of vacuum for actuating said pistons, a governor, a selector valve controlled by the governor, piping from said selector valve tol said cylinders, and aplurality of valves in said piping between said selector valve and said cylinders, selectively actuable in predetermined relation to the positioning of the selector valve by the governor.

20. In a change speed gear of the type in which two shift rods are individually associated with sets of shiftable gears, a piston at the end of each shift rod, a cylinder for each piston, a clutch pedal, a source of fluid pressure controlled by the clutch pedal for actuating said pistons, speed controlled means associated therewith whereby the selection of the piston to be actuated is auto. matically effected, and means for automatically opening an air inlet at one end of a cylinder as .the piston moves toward the other end of the cylinder.

l 21. In a change speed gear of the type in which two shift rods are individually associated' with sets of shiftable gears, a piston at the end of each shift rod, a cylinder for each piston, a clutch pedal, suction means controlled by `the clutch pedal for actuating said pistons, speed controlled means associated therewith whereby the selection of the piston to be actuated is automatically effected, and a valve operated by suction to admit air at one end of a cylinder as the piston moves toward the other end of the cylinder.'

22. In a change speed gear transmission of the type in which shiftable sets of gears are individually associated with shift rods, a vacuum system operated from an intake manifold for displacingv said rods longitudinally to shift the gears, said system comprising a cylinder and its piston connected to a rod, and connections from an engine crank case including a valve operated by vacuum to admit oil vapor at one end of a cylinder as 'the piston moves toward the other end of the cylin- 1 0 der.

23. In a change speed gear transmission of the type in which shiftable sets of gears are individually associated with shift rods, a vacuum operated 

